Check on light-signal lamps



Aug. 14, 1928.

1,681,000 E. c. LARRY CHECK ON LIGHT SIGNAL LAMPS Original Filed May 1923 Patented Aug. 14,1928.

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a plication "filed m 5, "1923,-Seri'a1 candescent lamps have to a large extent 142- placed the old oil lantern for illuminating the reundels of semaphore signals. Also, 'in-iilti'ple aspect color light signals and position light signals have to a certain extent replaced semaphore signals both for night and elay 'l ig ht signaling. Although the expedient ot asing electric lamps for railway si nalin has m y advantages, one disadvantage creeps *by their use, namely, the uncertain and indefinite life of the lamp filament, the result that it impossible to'determime even roughly when a particular lamp is going to burn out. If the danger lain-p hurns out, there is nothing but a dark signal ander danger trafiic conditions to inform "the engineer ofdanger ahead. 1

With the above and certain other considerations inmind, it is proposed in acevidence with the present invention'to pro- Wide an arrangement of circuits anddevic-es whereby if the lamp of a semaphore signal, or the danger lamp or lamps of a multiple aspect color light or position light signal burn out, the next signalin the rear of such signal will give notice to safeguard the train. More specifically, it is proposed in accordance with the particular invention illustrated to provid'ea multiple aspect color lightsignal at the entrance to each block of a railway system, and i to provide means whereby it the red lamp "of "a signal burns out and this signal should be indicating danger at the time, the next signal in the rear thereof will indicate danger and tle next signal in the near thereof will indicate caution. The means provided are such that if a red lamp is extinguished because traffic conditions are either clear or caution and for this reason the red lamp is not lighted, no such indication will be given. by the signal in the rear. p

Other objects, purposes, and characteristic features of the invention will in part be apparent and in part be pointed out in the following detailed description. In the drawing has been illustrated a seeblock I are No. 6365997. mews "1 m "5, i927;

ram of a railway track including signals automatically operated by track circuits in the 'usual manner, "and in which "the signals and their associated relays have been conventiona'l'ly illustrated. Referring to the drawing, there has heen illustrated a section f"automatic "signal territory of a signal system as shownby the ra ils 1 divider'l by insulatin joints '2 into blocks, 'the block I and the 'a d-iacent ends of two other blocks H' and J being shown. Sinceeadh ofthe various Blocks are substantially the same, like par-ts have been given the same refe ence characters with "distinct ive exponents 'At the entrance shown a inultiple aspect color "light signals having a red (danger) lamp R, a yellow (caution) lamp Y-an'd a green (clear) lamp (i. There are also provided suitali'le relays at each signal location, a track relay T, a

-se'lecting relay SR, and a check relay CR being shown. 'I hes'erellays are off the usual twoe'lem'ent or polarized alternating current type, the trackrelay being of the standard form and the selecting relay SR and check relay CR being of a similar type but having slow acting or retarded features. These relays a although dynamonieter tjy-pe relays may be used substantially equally as Well. If the source of energy is direct current, suitable polarized direct cur-rent relays may be used instead of the relays conventionally shown. The energy for the particular system illustrated is Shown transmitted own line Wires 3 to a suitable transformer 4 located at each signal location.

Under normal clear trailie conditions with no train in any or" the blocks illustrated, the relays T, SR and CR at the entrance of v energized and have their respective local windings connected in multiple across the secondary Winding of the transloi'n ier The secondary transformer 6 has its primary winding supplied by energy frointhe secondary Winding of thetransformer 4, as shown. The track relay T is connected to the rails of the block I in the usual manner, the track circuit of the block I having its energy supplied from the transformer 4 at the block J in advance; The

circuit for energizing the track winding of the track relay may be traced as follows: 7 Beginning at the of each lilock has been a re p'ifleferab'ly 0 f the-induction secondary winding of the Q transformer T of the block J, wire 8 the usual series track impedance 9, front contact 10 of the check relay CR wire 11, the track rail of the block 1, wire 12, track winding of the track relay T, wire 13, the other rail of the hlock 1, wire 11 front contact 15 of the check relay CR wire 16 hack to the secondary winding of the trans former T.

This transformer 7 has its primary winding energized by the secondary winding of the transformer 4 through the following circuit: Beginning at the secondary winding of the transformer -1 wires 18 and 19, contact 20 operated by the selecting relay Sit, wires 21, primary winding of the transformer 7", wires E22 and 23, front contact 21 of the selecting relay SR wires 25 and 213 back to the secondary winding of the transformer a.

With the track relay T energized and in its normal condition, as shown, a circuit is completed for the selecting relay SR comprising: The secondary winding of the transformer (3, wires 27, 28 and 29, contact 3t) of the track relay T, wires 31 and 32, winding of the selecting relay SR, wires 33, iii, :15 and leading to the secondary winding of the transformer (S.

\Vith the selecting relay SR in its energized position, as just explained, a circuit for energizing the check relay GR is completed which may be traced as follows: Beginning at the secondary winding of the transformer (3, wires 38 and 39, winding of the check relay CR, wires 40 and 41, resistance -12, wire 123, front: contact 44 of the selecting relay SR, wires 45 and 46 back to the secondary winding of the transformer 6.

With the. track relay T energized to the ,normal position and with the selecting relay Slt energized, a circuit for energizing, the green lamp (i is completed which comprises the following: Secondary winding of the transformer 6, wires 38, 48 and 49, the green lamp G of the signal S, wire 50, contact 51 of the track relay T, wire 52, front contact 523 of the select-ing relay SR, wires 3-1. and -16 leading hack to the secondary winding of the transformer (i.

(limo c from U/(VH' f0 (lengcrr lhe nor mal clear tratlic coi'iditions of the signals having been dcscrihcd. let us now consider the various operating conditions when a train passes through the hlocks H, I and .l and. then leaves the block J. Assuming that a train is moving from left to right in the normal direction of trafiic, as indicated by the arrow. As the train enters the block I, the track relay T is shunted by the wheels and axles of the train which causes the track relay to he deenergized and its contaets 30 and 51 to assume the pendent position. The dropping of the contact 51 of this relay T to its pendent position extinguishes the green lamp G. The dropping of the contact 30 of the relay T to ts pendent position hrcaks the energizing circuit for the selecting relay SR heretofore traced, thus causing this relay SR to assume its deenelgized position and therehy interrupting the energizing (pick-up) circuit for the check relay GR heretofore traced including the resistance 42.

Simultaneously with the interrupting of the energizing circuit for the relay CR pist traced, another circuit (stick circuit) is completcd for energizing this relay including the main winding of the check relay CR and the red lamp R of the signal S in series. which may he traced as follows: Beginning at the secondary winding of the transformer (5, wires 38 and 35). main winding of the check relay (11, wires it) and 5?, red lamp R of the signal S, wire 58. front contact 51) of the relay CR (this rela not yet having assumed its deenergizetf position because it is slow acting, and also because it is not dccncrgized until the relay SR has moved to the dccncrgized position and dropped the front contact wire 00, contact 5; of the relay SR in its decnergized position, wires 5-1l and 46 back to the secondary winding of the transformer (3.

It should be especially noted at this time that the circuit just traced, including the main winding of the check relay Clt and the danger lamp It of the signal S in series, is a stic; circ it, since it includes the front contact 59 of this relay CR. This stick circuit is completed before the armature and movable contacts of the check relay CR assume the decnergized position, this heing possible on account of the features of this check relay as heretofore explained.

It will he noted that the red lamp R is energized hy a circuit including the winding of the relay GR struck up by a front contact of this same relay. so that if the filament of the red lamp R burns out, or this circuit is momentarily opened due to an intermittent hrcak in the circuit, the relay (R will assume its dccnergized position, thcrehy disconnecting the track circuit: of the block H from the track tran-formcr 7. thus causing the signal at the rear of the hlock I to assume the danger position in a manner similar to what it would if the hlock H were occup ed hy a train. This stick contact: may he omitted altogether, if desired, but is preferably provided so that an intermittent opening and closing of the stick circuit or an open circuit in the red lamp followed hy a short circuit around the lamp will cause permanent dcenergization of the check relay.

(Jimmie from (lam/er 70 cauti0n.Assumin now that the train in question moves out of the, hlock I into the block I. As the train enters the block J, the track relay T and the ill) Ill)

allow the relay to ,seleetin rela SR :are deener iaed inwthe i a .Y g

same manner as ,were the :track relays 'T and ;SR at the entrance of the bloc'k I when the reversed, and therefore as soon as :the .rearend of the train in question passes out of theblock I the relay'T willassume )ltSLIfGVGI'SG energized position. that :is, will v be energized so that the contacts .51 and '30 assume the dotted position shown :in ,the drawing.

Withthe track relay T :in the reverse .posi tiqn, the selecting relay SR :is again energized ithesame as under normal clear conditions, thereby again energizing the cheek relay GR through the pickup circuit including the resistance 42. .Yvitlizthe contact 5.1 of the track relay "1 in the dotted position, a circuit for the yellow lamp is completed wilric'hiincludes-thesameipavts as the circuit for the green lamp, except that wire 61,

stitutedfor' the wires 50, green lamp G and wire 49. i

Uilwnge from cawtion t0cZear.- As the train in question moves out :of the block J the track relay T is again energized :hut in the reverse direction. so that its contacts assume the dotted position. This change of [traffic conditions again energizes the relay SR thereby again reversing the relative polarity of thentrack circuit of the block I back to its original or normal condition, which in turn causes the traokrelay T alt-the entrance to the block I to assume'iits normal position, as shown in the drawing. irhelwyagain energizing the green :larup G and. extinguishing the yellow lamp When the track relay =Tmoves fromithe reverse positioin to the normal position, as just explained, the energizing circuit for the selecting relay SR is momentarily open. This does not, however, assume its .deenergized position, by reason of the slow acting characteristics of this relay. If desired, the front contact 44 and back contact 53 may be -so adjusted that eitherone or the other of these contacts are always closed. If this is done, the relay GR need not have ithe slow acting charaetertistics, for the reason that the pick-up circuit including resistance 42yis not brokn until the stick circuit is com plated;

CR causes energized through a stick circuit, as heretotore explained. Simllarly, the reversal of caution ilamp Y and Wire have been sub- Failure or red lamp when signal should indicate danger.Let us now assume :that the block J is;occupi.edzby a train which causes .thetrack relay T to assume the deenergized position, thereby deenergizing the selecting (relay SR which will momentarily cut current .ofi of the check relay CR but on ac countoftheslow actingf eatures oizthe relay thisrclay CR to be maintained the relative polarity of the track circuit of theblock I ,causes the signals at'the entrance .of the block I to indicate caution, for reasons heretofore made clear.

If now the red :lamp R- of theisignal S which is lighted, as just explained, burns out, the check relay GR is deenergized because itsvenergizing circuit including the red lamp R .is broken, thus dropping its back contacts 10 and 15 and completely cutting energy off of the track circuit of the block I. This, of course, causes the signal S at the entrance to the block 1 to indicate danger, and

the signal next in the rear thereof to :indi- 1 cate caution for reasons apparent from the foregoing description. The resistance 42 which at times as included in series with the relay CR may be substantially equal to the resistance of the red lamp B, so that the energizingcurrent forithe relay GR, whether flowing through the red lamp R or through the resistance 42, is substantially the same. If desired, however, this resistance may be less than that .of the that less current is ordinarily required to hold up a relay (specially if a tractire type relay used) than is necessary to pick up the same relay.

It is thus noted that a signaling system has been devised which .Wlll indicate red or danger in the rear of an occupied block, or a block in danger due to some other cause, regardless of whether the red lamp to the entrance of such block is intact. lamp to :the entrance of the immediate block in dangeris not lighted because its circuit is-notintact for some reason or other, the next signal in the rear will have its red lamp lighted and the next succeeding signal will indicate caution. Similarly, if the red lamps of two successive signals should be burned out and the block of the first of said signals is occupied, the second signal in the rear of such signal will indicate danger and the third signal in the rear thereof will indired lamp: for the ireason If the red phore signals are illuminated electrically the same general arrangement may be provided only that in this event the selecting relay SR may be omitted. This is because there is only one lamp used in semaphore signals and no selection is required. This lamp may be connected directly in series with a check relay, such as the relay CR. wherel'iy it this lamp burns out the track circuit of the block next in the rear will be deprived of its energy, and will cause the signal in the rear to indicate danger. If desired, the check relay may in this event he energized independently by a signal circuit controller when the signal is in the clear or caution position, so that the next signal in the r ar will only indicate danger under danger tratlic conditions of the signal ahead.

Having thus shown and descrihed only one specitic embodiment of the invention, it is desired to he understood that various modifications and changes may he made to adapt the invention to the various types of systems ordinarily employed in practice, without departing from the. scope of the invention or the idea of means underlying the same.

\Vhat is desired to be secured by Patent of the United States, is

1. In a railway signaling system, the combination with a t-raclrway divided into blocks, of a signal at the entrance to each block. automatic means for operating said signals in accordance with trailic conditions including the usual track circuit and associated track relay, and means ellective under danger tratlic conditions of a certain block for causing the signal at the entrance to the next block in the rear to indicate danger when the lamp for illuminating the signal at the entrance to said first mentioned block under danger tratlic conditions is extinguished.

2. A railway signaling system comprising, a tr: ckway divided into blocks, an automatically operated signal at the entrance to each block. and means for causing the lilst signal which has its danger lamp circuit intact in the rar of a certain block to indicate danger under danger tratlic conditions of said certain block in also of failure of a lamp ol the signal at the entrance to said certain block.

3. A railway signaling system comprising. a trackway divided into blocks in the usual manner, a track circuit for each block including a track relay, a signal including a danger lamp at the entrance to each block controlled by the corresponding track relay, and means for deenergizing the track circuit of a block when the next block in advance is in danger and the lamp for giving the danger indication at the entrance to said block in advance is extinguished.

l. A light signaling system comprising,

Letters a light signal including a clear, a caution, and a danger lamp, a relay, means for energizing said relay under clear and caution tratiic conditions irrespective of the How of current through the clear or caution lamps, and means for connecting said relay in series with said danger lamp under danger trafiic conditions, whereby the energizing of said relay under danger trallic conditions is dependent upon the flow ol'v current through the danger lamp.

5. A light signaling system comprising, a

light signal including a clear, a caution, and a danger lamp, a relay, means for energizing said relay under clear and caution trattic conditions irrespective of the integrity of the circuits through said clear and caution lamps, and means for connecting said relay in series with said danger lamp under danger t-rallic conditions, said last mentioned means including a contact 01 said relay closed only if the relay is energized.

6. A railway signaling system comprising, a trackway divided into blocks, a light signal at the entrance to each block having a danger lamp, a check relay, means for automatically connecting said check relay in series with said danger lamp if the corresponding block is occupied, traliic detecting means, a normally closed circuit including said traliic detecting means which is interrupted upon the de-energization of said check relay, and means for energizing said check relay independently of the flow of current through said danger lamp if the corresponding block is not occupied.

7. In a light signal system; the eomhination with signals each comprising a clear, a caution and a danger lamp, and located at a plurality of points along the track; a check relay for each signal; two energizing circuits for said check relay; one circuit in cluding a danger lamp of the corresponding signal and the other a resistance equivalent to that of the danger lamp; a selecting relay for alternately closing said circuits; and means for controlling the next signal in the rear by said check relay.

8. A railway signaling system comprising, a track divided into blocks, a signal having lamps and adapted to indicate clear, caution, or danger and located near the entrance to each block, a check relay at each signal automatically connected in series with the danger lamp of said signal under danger indicating conditions of said signal, and means for controlling the next signal in the rear by said check relay.

9. In an automatic block signalling system for railroads, a track divided into hlochs, a color light signal including a danger lamp associated with each block, and means associated with each signal for energizing the danger lamp of a given block when danger traftic conditions exist in the first block in Hit) illtl advance thereof and the danger lamp-of said advance blocli is deenergized; y

10; In a color light automatic block signalling system for railroads, in combination with a light signal at the entrance of each block including a lamp for giving a stop indication when lighted,a' relay at each signal controlling the indication of the signalnext in the. rear and causing it to give a stop indicationif said relay is dee'nergized, and automatic vmeans for rendering the energization of the relay of each signal dependent upon the flow of current through said lamp of" the corresponding signal upon the entrance ofa traininto the corres ondi'ng block.

111. Ina color lig t automatic block signalling system. for railroads, a track divided into blocks having track circuits, a signal associated with each block and including a danger lamp, a relay at each signal acting when tie-energized to interrupt the flow of track circuit current in the block in the rear, a circuit including saiddangerlamp for energizing said relay under dangerous traflic conditions, and means for maintaining. the flow of track circuit current to the block in the rear under clear or caution trailic condition independently of said circuit and of the flow of current through said danger lamp.

12. In a signaling system, the combination with a railway track divided into blocks by insulating joints each including the usual closed track circuit and .a track relay, a multiple aspect signal at the entrance to each block controlled by the track circuit of said block and a track circuit of the next block in advance, a stick relay having a pick-up circuit and a stick'circuit associated with each signal which stick relay when in its deenergized condition opens the track circuit of the next block in the rear, and means for alternately closing said pick-up and said stickcircuits upon the passage of each train.

13. In a signaling system, the combination with a railway track divided into blocks iy insulating joints each including the usual closed track circuit and a track relay, a multiple aspect signal at the entrance to each block controlled by the track circuit of said block and a track circuit of the next block in advance, a check relay having two energizing circuits associated with each signal which check relay when in its tie-energized condition opens the track circuit of the next block in the rear, and means for closing one of the circuits of said check relay under favorable traliic conditions and for closing the other circuit of said check relay under unfavorable traflic conditions.

14. In a signalling system; the combination With a railway track divided into blocks by insulating joints each including the usual closed track circuit and a track relay; a multiple aspect color light signal including a clear, a caution and a danger lamp located at the entrance to eachblock and controlled by thetrack circuit of said blockand the track circuit of the next block in advance a check relay havingtwo energizingcircuits associated with each signal which clieckrelay when in" its dc-energiz-zed condition opens the track circuit of the nextblockin the rear; and m'eansfor closing one of the circuits of said check relay under favorable t'rafiic conditions, aud tor closing the other circuit of said check relay under unfavorable tralfic conditions; the circuit of} said check relay closed under unfavorable traflic conditions includingja danger signallamp.

15. In a block signal system fol-railroads, a" track divided into blocks each provided with a track circuit, a slow release relay'tor each block having pole-changing contacts controlling the track circuit of the first block to the rear and governed by the track circuit of the corresponding block, a signal at the entrance to each block capable of giving" three distinctive indications, and means'i'or controlling each signal from the track circuit of the corresponding block and the pole-changing contacts of the slow re lease relay of the next block in advance.

16. In a block signal system for railroads having tracks divided into blocks each provided with a polarized circuit and track relay, a slow releaserelay for each block having an energizing circuit through a front contact of the track relay ota cor responding block, pole-changing contacts operated by each slow release relay for governing the relative polarity of track circuit current supplied to the block next in the rear, and a multiple indication signal at the entrance to each block go'vernect' by the track relay and slow release relay of that block.

17. A block signal system comprising polarized track circuits for the blocks, a slow release relay for each block automatically de-energized whenever that block is occupied, and pole-changing contacts shifted by said relay as it is energized and tie-energized for governing the relative polarity of current supplied to the track circuit next in the rear.

18. In a block signal system, a multiple indication light signal at the entrance to each block having three control circuits for giving distinctive indications, a control relay responsive to the relative polarity of current supplied thereto as well as the absence of current, a slow release relay deenergized when said control relay is deenergized and having pole changing contacts for governing the track circuit of the first block to the roar, two of said control circuits including the contacts selectively closed by operation ot' said control relay in response to different polarities of current supplied thereto, the third control circuit including the contacts closed when said slow release relay is de-energized.

12). An automatic block signal system for railways having polarized track circuits and three indication color light signals, comprising a polarized control relay for each signal tie-energized when the corresponding block is occupied and energized with opposite relative polarities dependent on whether the next block in advance is 00- cupied or unoccupied, a slow release relay governed by each control relay and deenergized it its control relay is de-energized, pole-changing contacts operated by each slow release relay for determining the relative polarity of current supplied to the control relay next, in the rear, a danger control circuit for each light signal including a hack contact of the corresponding slow release relay, and clear and caution control circuits for each signal selectively governed by contacts of the corresponding control relay selectively closed accordingly as said relay is energized with one or the other polarity.

20. In a signal system for railroads, two light signals, a circuit for one light signal including the winding of a check relay completed under a first predetermined tratlic condition ahead, a circuit for the other light signal completed under a second predetermined trallic condition ahead, and means for energizing the said other light signal under said first predetermined trallic condition ahead, when a check relay is deenergized.

21. A railway signalling system comprising, a trackway divided into blocks, an automatically operated signal at the entrance to each hlock, and means for causing the first signal which has its danger lamp intact in the rear of a certain block to indicate danger under danger trallic conditions oi said certain hlock in case of failure of the circuit. of the danger lamp ol? the signal at the entrance to said certain block.

In testimony whereof I hereby allix my signature.

E. CHARLES LA KEY. 

